Derail with built-in replacers



July 26, 1960 7 EJ. o. SALMI 2,946,882

' "it INVENTOR. Ema Jacob 0.6almb July 26, 1960 J. o. SALMI DERAI'L WITH BUILT-IN REPLACERS 7 s sheets-sheet 2 Filed May a; 1957 IN V EN TOR. E 1710 Jacob 0.8alm

July 26, 1960 E. J. o SALMI .DERAIL WITH BUILT-IN REPLACERS 3 Sheets-Sheet 3 Filed May 8, .1957

- IINVENTOR. Eino Jacob Ofialnw U ted States Patent DERAIL WITH BUILT-IN REPLACERS Eino Jacob o. Salmi, 227 E. Brock St., Fort William, Ontario, Canada Filed May 8, 1957, Ser. No. 657,818,

8 Claims. (Cl. 246-163) This invention relates to railway equipment, and more particularly to a device for derailing and rerailing rail vehicles.

It is an object of the present invention to. provide a derail having built-in replacers'whereby a rail vehicle after being derailed by the device may be rerailed in a simple and eificient manner.

It is another object of the present invention to, provide a railway derailing and rerailing deviceofthe above type wherein provision is made for locomotives of various types which will be derailedby this device and, also guided in a definite direction on the ties, thuspreventing wheels from leaving ties when in the act of rer'ailing' so no extra damage will result.

Other objects of the invention are to provide railway apparatus bearing the above objects in mind; which is of simple construction, has a minimum number of parts, is inexpensive to manufacture and efficient in operation.

For other oblqcts and for a better understanding of the invention, reference may be had to the following detailed'description taken in connection with the accompaiiying drawing in which:

Figure 1 is a perspective view of the railway siding embodying apparatus made in accordance with the present invention;

Fig. 2 is an enlarged fragmentary top elevat-ional view of a portion of the apparatus shown in Fig. 1;

Fig. 3 is a transverse cross-sectional view taken along the line 3-3 of Fig. 2;

Fig- 4 is a perspective view of a replacer made in accordance with the present invention;

Fig. 5 is a view similar to Fig. 4, showing the opposite side of the replacer;

Fig. 6 is a perspective view of a rerail adapted for use in association with the apparatus of the present invention;

Fig. 7 is a rear elevational view, partly in section, of a replacer in operative use; and

Fig. 8 is a transverse cross sectional view showing the manner in which the apparatus maintains a locomotive upon the ties of the railway.

Referring now more in detail to the drawing, and more, particularly to Figs. 1 and 2 thereof, a pair of spaced parallel rails 10 forming a railway siding are shown in operative association with a derailing and rerailing device made in accordance with the present invention. A spaced parallel pair of transferring rails and 15 are shown in Fig. 2. The transferring rail 15 is-pivotally connected to derailing rail 13 as shown in Figs. 1 and 2. The other end of rail 15 is in contact with siding rail 10 while the transferring rail 15 with its free end in open position from derailing rail 13a. With ;the transferring rails in the position described above, it is set for derailing the train. and 15' are connected together by rod 16 and they work in unison by switch rod 16'. When the transferring rails 15 and 15" are in opposite position'to that described These rails 15 2,946,882 Patented July 26, 1960 2 above, the train can continue on siding rails without being derailed.

The opposite end of each derailing rail 13 or 13a isv provided with a downwardly turned portion 18 that extends below the upper level of the rails and ties. A separate additional tie 19 reinforces the outer downwardly extending extremity of each of these bends 18 so as to prevent damage thereto when strained by exceptionally heavy loads. A replacer 20 is associated with each downwardly turned end of the detailing rails to facilitate the rerailing of a derailed vehicle.

As is more clearly shown in Figs. 4 and 5-, each replacer 2.0 is provided with a substantially horizontal replacer rail portion 22 that tapers upwardly and increases. in thickness to define a guide flange 27. This flange 27 is slightly higher than the replacer rail portion 22 and the replacer rails 23 which are provided with a vertical web 24 and horizontal securing web 25. However, below the upper limit of this thickened flange 27, a recess 28 is provided to provide clearance. When placed in association with the end of the rail 13, a spacer lug 30 provides sufficient clearance between the flange 21 and the rail 13 to permit the passage of the flange 42 of a wheel 40 therethrough. This lug 30 is apertured to. provide means for securing the adjacent portions of the replacer and derailing rail together. Ana,

enlarged fastening flange or plate 31 is provided an angularly related slot 32 to facilitate the driving-of a rail spike thereto and into proper engagement with the rail ties 11. An apertured boss 33 provides; or flat face engagement of a securing bolt that is also jiised to secure the replacer. placer, an upwardly inclined flange 35 is provided with 5 spike receiving openings for receiving spikesj that may be driven into the tilted reinforcing tie 19.

As is shown in Fig. 3, the wheels at} of a derailed ve position of the transfer rails 15' and 15' (shown in Fig.

intermediate the ends of the re- 2), proceed onto the derailing rails 13, 13a and then;

to the position shown in Fig. 8 wherein the flanges 42 of the wheels straddle the rerailing rails 23. gagement that prevents the treads 41 of the wheels from. leaving the ties of the trackway. In rerailing the vehiclen; the reverse procedure is followed. As such, the wheels. are guided along the r-erailing rails. 23 until the flanges42': are received between the adjacent portion of the replacer 20 and the downwardly turned end 18 of the derailing rails. Continued movement, however, causes the tread 41 of the wheels to ride upwardly along the inclined surface 18 until the flanges 42 clear the ties. During this movement, the guideway defined by the adjacent portions of the replacer 20 and the derailing rails 13 maintain theparts in proper relationship. As is clearly shown in Fig. 8, the upper levels of the respective elements are so disposed that they do not contact the traction motors 45 or traction gears 46 of a rail locomotive. Accordingly, in use, damage is minimized. If desired, a runway car or locomotive that has been inadvertently derailed can be rerailed by using one or more cars as reachers to pull them back upon the derailing rail.

While various changes may be made in the detail construction, it shall be understood that such changes shall be within the spirit and scope of the present invention as: defined by the appended claims.

What I claim as new and desire to protect by Letters. Patent of the United States is:

1. In a railway having a first pair of parallel rails sup ported on ties, a derailing and rerailing device comprising a second pair of parallel rails used for derailing and retailing railway cars, each of said second pair of rails having one end switchably connected to one rail of said first pair whereby in one position wheels of a railway It is this en-Q portion on its'opposite end extending below thelev'el off zre r esa said first pair of rails and down to substantially the same" level as that'o f the ties, a pair of substantially parallel replacers located between the pair of second rails, each replacer located adjacent a'different corresponding rail of the second pair and rigidly connected ina position generallyparallel thereto, said replacer located so that atleast a part of the replacer is adjacent the downwardly turned portion of its corresponding rail of the second pair, said 'replacer having a vertical web that tapers down'- wardly in the same direction as the downwardly turned end-portion of the "second pair of rails, each of'said freplacers' having a portion thereof spaced apart frorrijit's' corresponding" rail of said second pair and so constructed] and-arranged as to define a guide way therewith forslid ably 'receiving the flange of a rail wheel therebetween, a pairofparallel guide rails generally parallel to said replacers and located at the ends of the replacers opposite the second pair of rails, each of said'guide railshaving a1 vertical flange for guiding a rail wheel.

2.;In a railway having a first pair of parallel rails and having supporting ties underneath, a derailing and re'-' railing device comprising a second pair of parallel rails' used for derailing and rerailing railway cars, each of said" second pair of rails having one end switchably'connected toone rail of said first pair whereby a railwayvehicle' will switch from the rails of the first pair to the second ing connectedto dirferent rails of the first pair, each rail of-the second pair also having a downwardly turnedpor tion on its opposite end extending below the level of the first pair of rails and down to substantially the same level as -that-ofthe ties, a pair of substantially parallel pair, each of the ends of the rails of the secondpairhe replacers located between the pair of second rails,'{each replacer located adjacent a corresponding rail of the sec ond'pair and rigidly connected in a position generally parallel relative thereto, each of said replacers having a vertical web that tapers downwardly in the same di-Hl rection as the downwardly turned end portion of the second pair of rails, each of said replacers having an elongated guide rail portion which is generally parallel to the center line of the first pair of tracks, each of the guide railportions being lower in height than the portion of the replacer adjacent the down turned end, each of the re-' placers having a portion thereof spaced apart from" its the portions of the replacer adjacent to down turned end,

the guide rail portions being closer together than the second pair of rails so that treads of a pair of wheels of a railroad vehicle straddle the guide portions and guide the vehicle in a direction generally parallel to the first pair of rails, and a plurality of extra ties spacing apart the regular ties of the trackway located under and secured to the-down turned end portions and the replacers.

3. The combination defined in claim 2 in which the guide rail portions are supported by common ties and each guide rail portion is securely fastened to each supporting tie so'that wheels of derailed vehicle do not spread the ties substantially apart.

4. The combination defined in claim 3 in which each of the guide rail portion comprises an elongated rail with an L-shaped cross section and one of the sides of the L is the vertical flange for guiding the flange of a railway wheel.

5;" In a railway having a first pair of parallel rails and a second pair of relatively shorter parallel rails supported on common ties in which each of the second pair of rails has 'one end switchably connected to a corresponding rail' 4 of the said first pair, each of the ends of the rails ot the secondp'air being connected t9 a diiierent rail of the first pair, and each rail of the second pair also having a down turned end portion on its opposite end which is used to derail and rerail railway vehicles; the combination therewith of a pair of substantially parallel replacers located between the pair of second rails, each replacer located adjacent to a corresponding rail of the second pair and rigidly connected inaposition generally parallel thereto, each of said replacers spaced apart from the secondgail adjacent the down turned ends of the second rail to define a guide way for slidably receiving a flange of a rail wheel therebetween, each of said replacers having a portion adjacent the down turned. end of the second rail and having a vertical web which decreases in height adjacent the down turned ends, each of said replacers having a guide rail portion extending beyond the down turned end of the second rail and being generally paralleltq the first" pair .o frails,"eac'h of said guide rail portions; bejng lower inheight than the second pair of rails." 6. A combination as defined in claim 2 in which the vertical web of replacer has an outer side'nextltd its corresponding surface of its'vertical web rail "of the 's'egi' -"l ond'pair, the outer side rubbing against the inner face of, a locomotive wheel to prevent excess lateral" mo m'ent'of the wheel with respect to its axle. '7." "In a'railway having a first pair of parallel rails,supported 1011 ties, a derailing and rerailing device comp inga'second pair of generally parallel rails used for railing and rel-ailing railway cars, each rail of the" V ond pair also having a downwardly turned portion on its opposite end extending below the level "of said 'fir st'" pair of'rails means for switchably connecting said second. pair with's'aid first pair of rails whereby a'railway'jv hicle can be'switched from one of said rail pair s tolthe other,'means for guiding a railway locomotivejha'ving a traction gear and a traction motor without damage fronfr the *second' pair of rails to the level of the'ties', sa d; means comprising a pair of substantially parallel replacelfsf located between the pair of second rails, each replacerlo- A cated adjacent a different corresponding rail of a second pair'andr'igidly connected in a position generally parallel;' thereto, -said replacer so constructed and arranged that at least a part of the replacer is adjacent the downwardly. turned portion of its c'orr es'pouding rail of thesecond paih' said r'eplacer having a v'erticalweb that tapers down}; wardly in the same direction as the downwardly t'u'rhed end'portion oi'th'e second pair or rails, each'of saidfrei placers having a portion thereof spaced apart Iroih its corresponding rail of said second pair and so constructed and arranged asto define a guide waytherewithfor slidably 'receiving' the flange of a rail wheel therebetweenfa pair of-parallel guide rails generally parallel to saidj're; placers and located at the ends of the replacers o posite" the second pair of rails, each of said guide 'railsflhaviriga vertical flange forrguiding a rail wheel. 8911i a railway having a first pair ofparallel rails supported on ties,-a derailing and rerailing device coin'pr'is-f ing a second pair of parallel rails used for derailing 'a'nd rerailingrailway cars, each of said second pair of rails having o'ne end switchably connected to one rail of said first'pai r whereby in one position a pair of wheels of a railway vehicle will switch from the first pair to the sec; ond'pairof rails, each of the ends of the rails of the secf ond pair-being connected to different rails of the' first";

pair each'rail'of the second pair also having a down-f" wardly turned portion on its opposite end extending be; low the level of said first pair of rails and down to substanti'ally'thesame level as that of the ties,a'pair1of substantially-parallel replacers located adjacent the of second rails whereby one'pair straddles the other pair,

least a part of thejreplacer is adjacent thedownwa'rdly 5 6 turned portion of its corresponding rail of the second the same are in guiding engagement with each wheel of pair, each of said replacers having a portion thereof said pair of wheels. spaced apart from its corresponding rail of said second pair and so constructed and arranged as to define a guide References Cited the file of this patent way therewith for slidably receiving the flange of a rail 5 wheel therebetween, a pair of parallel guide rails gener- UNITED STATES PATENTS ally parallel to said replacers and located at the ends of 762,176 Lockwood June 7, 1904 the replacers opposite the second pair of rails, each of 979,494 Howard Dec. 27, 1910 said guide rails having a vertical flange for guiding a rail 1,125,677 Feltus J an. 19, 1915 wheel, said replacers being spaced apart a distance that 10 1,465,963 Brown Aug. 28, 1923 

